South Western Division Aground on rocks AT 0205 ON SUNDAY, February 13, the honorary secretary of St Mary's, Isles of Scilly, was requested by St Mary's Coastguard to launch to the aid of a French fishing vessel aground on rocks near Bishop Rock Lighthouse. The maroons were fired at 0210 and at 0215.

St Mary's lifeboat, the 46' 9" Watson Guy and Clare Hunter, launched on service with Coxswain Matthew Lethbridge in command.

Wind was south west moderate to fresh, force 4 to 5, and there was a very heavy swell running in from the south west. Visibility was good but it was a dark night. Tide was half ebb running westward at about half a knot.

Coxswain Lethbridge headed south, then between the islands of Annet and St Agnes and then south west again. The Coastguard now informed the lifeboat that lights had been seen near Gorregan Neck and at 0246, when approaching Melledgan, the lifeboat crew detected the smell of diesel oil and saw pieces of polystyrene floating by. At 0250 parachute flares were fired, but there was no sign of the casualty anywhere in Gorregan Neck.

Coxswain Lethbridge, still guided by the smell of diesel, then continued on towards Pednathise Head, the largest of a number of rocks, many uncharted, which lie south west of the Daisy, and at about 0300, when further parachute flares were fired, the casualty was seen among the rocks to the north of Pednathise Head. There appeared to be two or three men aboard and Coxswain Lethbridge immediately altered course northward heading for the only safe passage between Old Bess, a submerged rock, and Pednathise Head. There was a very heavy south-west swell running at about 35 feet and breakers were curling in over Old Bess.

Once through the passage the area around Rosevear Ledges was illuminated with parachute flares, searchlight and Aldis lamp and the casualty was seen to be right in on the base of the rocks immediately east of Pednathise Head.

Coxswain Lethbridge immediately came out southwards through the same tricky passage between Old Bess and Pednathise Head and then, without hesitation, turned north, resolving to go straight in between the even more difficult gap between the rocks on which the bow of the casualty lay and Pednathise Head's north-eastern side. This neck was little wider than the lifeboat's own length. The bow of the casualty was up on the rocks on the lifeboat's starboard hand with her stern submerged.

Heavy swells were breaking over and around both sides of Pednathise Head on the lifeboat's port hand, causing extreme turbulence in the neck where the casualty Enfant de Bretagne, lay.

Coxswain Lethbridge found it .almost impossible to control the lifeboat as she entered the neck and he was forced to go full ahead in order to avoid being swept on to the rocks. At this moment the searchlight failed and only the Aldis lamp on the rocks to starboard gave any guide.

Immediately he emerged on the other side, Coxswain Lethbridge turned to port, around the north of Pednathise Head, between it and Old Bess again, and ordered the anchor to be made ready for letting go astern. He decided to go once more into the neck, this time with an anchor out astern, against which he hoped to put his engines ahead and thus retain enough control of the lifeboat to get a line to the men on the rocks.

By now the searchlight had been restored, and as the lifeboatmen prepared to let the anchor go astern, its beam revealed the remains of the bow of the trawler some 25 feet higher up on the rocks than the last time they had seen it. There was no longer any sign of life aboard.

Coxswain Lethbridge decided that it was now clearly impossible to effect a rescue from the sea, and any survivors left aboard the wreck would be relatively safe at that height up the rock. At 0325 he radioed for a helicopter to search the wreck. There was a lot of wreckage in the water and the lifeboat continued to search under very difficult sea conditions, often having to go uncomfortably close to one of the many rocks in the area.

At 0510 the helicopter arrived in the area and began to search. Communications were difficult as the helicopter's VHF was faulty, but by relaying messages via the Coastguard and Culdrose Operations Room, the pilot was directed to search the rocks where the survivors had last been seen. However, none could be found. The helicopter later recovered one body near Gorregan and the lifeboat recovered a second one south of the Rags at 0707. A relief Sea King had now arrived and the first helicopter winched the body from the lifeboat and took both bodies to the mainland at about 0730.

The search continued over a widening area northward and wreckage was eventually found as far as five miles north of the stranding position. The helicopter search was called off soon after 1000 and the lifeboat was recalled by the honorary secretary at 1050. St Mary's lifeboat arrived back at station at 1110 and was rehoused and ready for service at 1135.

For this service a second bar to the silver medal for gallantry was awarded to Coxswain Matthew Lethbridge, BEM.

The thanks of the Institution inscribed on vellum were accorded to Second Coxswain Ernest R. Guy, Motor Mechanic William R. Burrow, Assistant Mechanic William H. Lethbridge, and Crew Members George W. Symons, Rodney J. Terry and H. Roy Duncan.

South Western Division French crew saved AT ABOUT 1755 on Thursday, March 31, the Coastguard mobile from Beer arrived at Lyme Regis ILB house and the Coastguard informed Crew Member Christopher Greenhill that he was concerned about a small yacht which he had sighted, making heavy weather, off the mouth of the River Axe and which he now believed was heading for Lyme Regis.

Chris Greenhill alerted Helmsman John Hodder and two other crew members. As John Hodder arrived at the boathouse the yacht came into view about half a mile to the east and was seen to fire a red flare, so he immediately telephoned the honorary secretary explaining that the yacht was in immediate danger of being driven on to Broad Ledge. Knowing the experience of his crew the honorary secretary authorised the launch although the sea condition was greater than anything in which the ILB had previously been out during her four years at Lyme Regis. The wind had been blowing from the south west for two days and a heavy swell was now accompanying the near gale force 7 south-south-west wind, producing waves of 15 to 20 feet, which were breaking over Broad Ledge. The tide was in the second hour of ebb and running at about 0.6 knots with the wind.

The Atlantic 21, with four crew on board because of the difficult conditions, was launched at 1802. Only one engine could be started but, because the yacht was drifting rapidly towards Broad Ledge, Helmsman Hodder decided to go out to sea on one engine. Once clear of the harbour he gave the helm to Crew Member Christopher Woodbridge and went aft to work on the defective engine. When the ILB was about half way to the casualty he discovered a fault in the starting cable connector and managed to short circuit this and get the engine started. He then took over the helm again.

A few minutes later the ILB closed the casualty, the French yacht Verseau, which was now in very broken water over Broad Ledge. She was a 20' bermudan sloop with mainsail partly hoisted and jib fully up. Her rigging had parted and she was unable to tack.

There were four people aboard, none of whom appeared able to speak English. One man was aft in the cockpit with the two women, who appeared exhausted, and another man was on the foredeck secured by a safety line. None wore lifejackets.

Helmsman Hodder skilfully took the ILB within a few feet of the casualty so that, on the first attempt, a tow line was successfully passed to the man on the yacht's bow. Ten fathoms of 1" nylon was used and the ILB crew secured this to a towing span which they had devised and which secures on to cleats on either quarter, clear of the engines. They signalled the casualty to take her sails down and John Hodder manoeuvred the ILB to start a dead slow tow to harbour.

With the sea almost abeam to port on the return journey the yacht was rolling very heavily but the narrow harbour entrance was safely gained about eight minutes later.

Chris Greenhill had manned the radio throughout, keeping the Coastguard fully in the picture. As a result of the Coastguard reports the station HMA arranged for a doctor to meet the ILB.

The two women were taken to the hospital on arrival, for check-up, and the ILB crew then helped the two men to secure the yacht alongside a berth in the harbour. The ILB was rehoused and ready for a service at 1830.

For this service the thanks of the Institution inscribed on vellum have been accorded to Helmsman John Hodder and vellum service certificates have been presented to Crew Members Christopher Woodbridge, Christopher Greenhill and Graham Turner.

Eastern Division ILB in near gale RED FLARES SIGHTED Off WhitStable Street Buoy were reported to the honorary secretary of Whitstable ILB station by Warden Point Coastguard, Isle of Sheppey, at 2342 on Friday, February 25. In view of the bad weather prevailing—the wind was north easterly near gale force 7, causing a short, steep sea off the harbour, with poor visibility and drizzle—the honorary secretary went immediately to the boathouse to discuss the feasibility of launching with the helmsman. After consultation he informed the Coastguard that he would launch.

It was just after low water and, to find enough depth for launching, the Atlantic 21 was driven to a point one cable north west of the harbour entrance beyond the lee of its walls. As she launched, at 2356, tractor, trolley and boat were frequently covered in heavy spray. Once afloat, Helmsman David Foreman headed north of Street Bank and thence eastward towards the decklights of the casualty.

After a very rough passage at reduced speed, the ILB arrived on scene at 0005 and found a 23' MFV lying across the wind, dragging her anchor; her position had changed some four cables since the flares had been sighted. Her crew told the ILB that they had been on passage from Rye to Leigh-on-Sea but had run out of fuel; the anchor was not holding and they wished to be taken off before their boat was driven on to Street Bank.

During the first attempt to close the casualty in the heavy, short seas, the MFV yawed and rolled against the ILB, damaging the radio aerial with her after gantry; Helmsman Foreman opened the throttle and sheered away before making a second approach from astern to the port side. The ILB was secured briefly while the three men were helped aboard. In leaving the casualty the helmsman had to risk fouling the ILB's propellers on two ropes leading over the MFV'S bow.

The area of Street Bank was a mass of white water and, with the boat more sluggish because of the extra weight of the survivors, Helmsman Foreman ran well northward before approaching Whitstable west beach.

Landing was difficult in the very rough weather; however, with considerable help from the two launchers and quick reactions from the tractor driver, the ILB was recovered safely on to her trolley and brought ashore. The survivors were landed at 0035 and the ILB was rehoused and ready for service at 0100.

For this service the thanks of the Institution inscribed on vellum were accorded to Helmsman David Foreman and vellum service certificates presented to Crew Members David Holmes and Andrew Kennedy. A letter of appreciation signed by Captain Nigel Dixon, RN, Director, has been sent to the launching party, Tractor Driver Stuart H. Wilmot and Shore Helpers Donald A. R. Rigden and Nigel Scammell.

North Eastern Division Two injured seamen THE COXSWAIN SUPERINTENDENT of Humber lifeboat station, Brian Bevan, was informed by Humber Coastguard at 2103 on Friday, October 1, 1976, that the Belgian trawler Marbi was heading for the Humber with two injured crewmen on board and had asked that the lifeboat rendezvous with her to put a doctor aboard. Dr James Busfield, the station honorary medical adviser, had also been informed and Coxswain Bevan told the Coastguard that he would place his crew on standby and launch on the arrival of the doctor.

It was raining very heavily, there was flooding on the road between the mainland and Spurn Point and visibility was poor, so when, after some 30 minutes, Dr Busfield had not arrived, Coxswain Bevan went to see if he had had a mishap on the road. He found Dr Busfield, carrying two bags and walking, about a mile and a half from the station; his car had skidded on the sand and become bogged down and he had already come a quarter of a mile on foot. Coxswain Bevan took him to the station.

Although soaked to the skin, Dr Busfield insisted on no further delay and Humber's 46' 9" Watson lifeboat City of Bradford HI launched at 2223. It was 4J hours after low water. The wind was south south east force 1 to 2 with heavy rain making visibility poor. The sea was slight.

The lifeboat had just cleared Spurn Point when the radar failed. Using his Decca navigator to check his own progress and plot the progress of Marbi, Coxswain Bevan set course to intercept her some 18 miles east by north of Spurn Point Lighthouse.

The trawler was sighted at 0045.

There had been no change in the weather but there was now a moderate easterly swell, so Coxswain Bevan asked Marbi to steam east at slow speed to make boarding easier. Humber lifeboat went alongside at 0053, Dr Busfield, accompanied by the lifeboat first aider Bill Sayers, boarded Marbi, and the tv/o men stayed aboard to treat the casualties under way. Both boats set course for Grimsby.

On arrival at Grimsby at 0350 the lifeboat crew learnt that the two injured men had been taken to hospital accompanied by both Dr Busfield and Bill Sayers. Half an hour later Humber Coastguard informed the lifeboat that a red flare had been sighted off Immingham and asked that she investigate.

Although a thorough search was made, no sign of any casualty was found and the lifeboat returned to Grimsby to refuel and re-embark Dr Busfield and Bill Sayers. She sailed for station at 0717, arrived at 0800, and was rehoused at 1230.

In appreciation of his service, a special certificate inscribed on vellum has been presented to Dr James D.

Busfield.

North Western Division Two taken off BEAUMARIS ILB STATION deputy launching authority was informed by Penmon Coastguard at 1646 on Saturday, October 23, 1976, that sailing dinghies had capsized in the vicinity of Gallows Point and Garth Point, Menai Strait; the crews were in the water clinging to the boats.

Maroons were fired and the Atlantic 21 B515, Blue Peter II, launched at 1653.

The wind was from the south, gale force 8, the sea moderate. The sky was overcast with squally sleet showers; visibility was moderate to good. It was 1| hours before low water and the tidal stream was flowing to the north east at its spring rate of about 1.3 knots.

Blue Peter H, commanded by Helmsman John Askew, made full speed for a position just south of Gallows Point where two overturned dinghies could be seen being dragged into shallow water by their crews, who indicated that lifeboat assistance was not needed. To the north of Gallows Point someone could be seen swimming towards the shore away from a capsized dinghy, but an onlooker standing at the water's edge told the ILB crew that the water was very shallow and the swimmer was out of danger.

Having satisfied himself that the people reported to have been in the water were all accounted for, Helmsman Askew decided to return to station and advised Penmon Coastguard accordingly.

The time was 1704. The Coastguard acknowledged receipt of the radio message and told the ILB that red flares had been sighted off Careg Onnen Point on the north-east side of Anglesey some six or seven miles away. Helmsman Askew replied that he would investigate and set off at full speed.

When half a mile south of Puffin Sound, just east of Penmon Point, rough and confused breaking seas were encountered and speed was reduced to half throttle. Blue Peter II was entering Puffin Sound at 1713 when the Coastguard asked her to investigate a yacht sighted 1J miles north of Trwyn-du lighthouse. Course was altered to the north and the ILB headed into rougher water for about five minutes. At 1718 a yacht was sighted a quarter of a mile to the north west, sailing on the port tack under reefed main and jib. The yacht, later identified as Tantivy, a 5 ton bermudan rigged cabin cruiser, was being blown over on to her beam ends at times and appeared to be in difficulty.

It was estimated that the wind was blowing force 7 from the south and the sea was rough and confused.

Blue Peter II made an up-wind approach, closed the stern of Tantivy and enquired if she had fired a flare. The two men on board said that they had not made any distress signal, but had sighted a red flare to the south west close inshore. John Askew said that he would return as soon as possible after investigating the flare, as Tantivy's crew were experiencing great difficulty in handling the boat in the strong wind and confused seas. A situation report was passed to the Coastguard along with a request for the offshore lifeboat to be placed on standby. Blue Peter II continued south-westwards to Careg Onnen Point.

On closing the land an intercepted radio message between a rescue helicopter and Coastguard mobile indicated that the boat which had fired the flare had been beached and her crew were safe. The Coastguard asked the ILB to return to Tantivy. The time was now 1730. Course was reversed and as Blue Peter II headed back to the north east a Wessex helicopter from RAF Valley arrived overhead and escorted her to Tantivy.

The quartering seas made steering difficult, and Helmsman Askew later reported the worst conditions were experienced during this part of the service. On arriving back with Tantivy she was seen to be lying beam to the sea with sheets flying. The main boom was swinging from side to side as she rolled heavily in the rough sea. The crew indicated that they wished to be taken off and Helmsman Askew told them that he would attempt an up-wind approach on to the stern of the boat and would take one man off at a time.

Blue Peter II was positioned downwind off the casualty's starboard quarter in preparation for the approach. On making the approach the helmsman was able to lay the ILB alongside Tantivy's port quarter long enough for both men to be taken off. At 1739 a message was passed to Penmon Coastguard that the crew were safe aboard the ILB and the yacht abandoned.

Course was set to close Tryn Dinmor to obtain a lee before attempting the passage back through Puffin Sound, and the helicopter remained in attendance until Blue Peter II reached quieter water. The survivors were landed at the lifeboat station at about 1825.

The abandoned yacht was taken in tow four days later off Holyhead and found to be in a good seaworthy state.

For this service the thanks of the Institution inscribed on vellum have been accorded to Helmsman John C.

Askew. Vellum service certificates have been presented to Crew Members Gareth Parry and Huw G. Williams.

Eastern Division Waterlogged dinghy BOUND FOR THE WHELKINO GROUNDS, MFV Isabelle Kathleen cleared her moorings abreast the lifeboat house at Wells at about 1120 on Thursday, June 3,1976, and set out to sea. The 36' fishing boat was commanded by her owner, John Nudds, a lifeboat crew member, and crewed by Alfred Smith, another lifeboatman, and Martin Frary, a regular member of the shore party.

The weather was fine, with a northnorth- east force 5 to 6 breeze causing a heavy sea and swell in the area of Wells Bar. High water was predicted at the bar for 1010.

When approaching the outer channel buoys, John Nudds sighted a 12' sailing dinghy in the breaking waters one mile to the east and, while he watched, saw her capsize, bow over stern.

He immediately tried to call Wells Coastguard but could not make contact.

Realising there was no chance of ILB assistance, he altered course across the toe of the eastern sands and came up on the dinghy, the anchor of which had fallen out during the capsize, holding her in position. The breaking seas had righted the dinghy and her two men crew were sitting in the waterlogged boat; both were wearing a wrap-around buoyancy aid and it was later found that only one could swim. They had sailed from Wells to Burnham Overy Staithe on the earlier tide and, being unsure of the return course, had headed for the Fairway Buoy in worsening wind and sea conditions.

In a depth of only 10 to 12 feet of water, John Nudds manoeuvred the fishing vessel to windward, affording a lee, taking great care not to let his boat, which draws 4' 6", fall down wind to the lee shore. A lifebuoy on a line was thrown to the dinghy and, one at a time, the men were pulled to safety; considerable skill was necessary to get the men inboard without injury as the fishing boat was rolling and lifting heavily in the breaking seas. The non-swimming survivor was considerably distressed.

Having taken both men aboard, John Nudds returned to harbour where they were landed, at their own request, close to the lifeboat house. He then, at 1245, returned to sea to continue his day's fishing.

For this service a framed letter of thanks signed by Major - General Ralph Farrant, Chairman of the Institution, has been presented to John Nudds, and letters of appreciation signed by Captain Nigel Dixon, RN, Director, to Alfred Smith and Martin Frary.

North Eastern Division Cabin cruiser on bar THE DEPUTY LAUNCHING AUTHORITY of Blyth lifeboat station was informed by Coastguard Tyne at 1440 on Sunday, August 29, 1976, that two swimmers had been swept out to sea off Cambois; a girl bather had been picked up by a helicopter from RAF Boulmer but her father was still missing. The assembly signal was made and Blyth ILB launched and set off at 1444. One minute later the message was given to Coxswain George Dawson of Newbiggin lifeboat station, who informed the launching authority and immediately fired the maroons. At 1455 Newbiggin's 37' Oakley lifeboat Mary Joicey launched on service.

The wind was south easterly force 1 to 2 with a slight sea. There was a moderate easterly swell, producing a heavy surf inshore.

Blyth ILB, with Helmsman David Tilmouth in command, arrived in the area off Cambois at 1453 and was soon joined by Mary Joicey. While the ILB made an extensive search along the surf line inshore, Newbiggin lifeboat searched offshore. Close communication between both lifeboats was maintained, but the co-ordinated close search was without success; no sign of the casualty was found.

At 1646, while the search was still in progress, information was received from Coastguard Tyne mobile that a cabin cruiser had been reported capsized off the mouth of the River Wansbeck and immediate assistance was requested. As lifeboat and ILB had been searching now for some hour and a half without success, this second incident was considered to take priority and both boats headed for the river mouth.

Because of her superior speed, Blyth ILB arrived at the scene before Newbiggin lifeboat; she found the cabin cruiser, upright, lying to her anchor on the bar in a most hazardous position, being pounded by heavy surf. Helmsman Tilmouth, realising the precarious position that the casualty was in, with the danger of the anchor failing to hold, headed in through the surf to assess the situation close to. The motion of the casualty was violent and Helmsman Tilmouth decided not to attempt to take the crew off at this stage but to await the arrival of Newbiggin lifeboat. One of the casualty's crew was seen clinging to the cabin top, while three others were sheltering in the cabin.

On arrival of the lifeboat, Blyth ILB closed her and informed Coxswain Dawson of the situation. It was decided that conditions were such that to try to tow the casualty clear would be the most effective way of accomplishing the rescue, so the ILB took a line from the lifeboat and returned through the surf to the casualty. Two attempts were made to transfer the line but without success.

At about 1656, while she was running in for a third attempt, a large sea broke over the stern of the ILB, completely swamping her. The boat cleared herself of water but the engine had failed and could not be restarted. The crew manned the oars, rounded up into the surf and succeeded in pulling clear of the worst of the breaking water. Meanwhile, Newbiggin lifeboat, seeing what had happened, recovered the tow line and headed into the surf; passing a line to the ILB she towed her into calmer water.

Once satisfied that the ILB was safe, Coxswain Dawson informed the Coastguard on shore that he was going to close the casualty and pass a line.

At the first attempt, approaching bow first, Newbiggin lifeboat touched bottom when some 30 yards off the casualty. A heavy swell lifted Mary Joicey and Coxswain Dawson pulled her clear by going full astern. Useful local advice about banks in the area was passed via the Coastguard and Coxswain Dawson made his second approach, stern first.

On this attempt the lifeboat came close enough to pass a line which was secured aboard the casualty by her own crew.

Newbiggin lifeboat, cutting the casualty's anchor warp, towed her clear of the surf, then, taking Blyth ILB in tow as well, headed for Blyth. Lifeboat and tow arrived in harbour without incident at 1753. The casualty was secured and one of the four survivors, found to have suffered an injury to his leg, was treated by a doctor before being taken to hospital.

For this service the thanks of the Institution inscribed on vellum were accorded to Coxswain George Dawson of Newbiggin lifeboat and Blyth ILB Helmsman David Tilmouth. Vellum certificates were presented to Second Coxswain Christopher Main, Motor Mechanic Clifford Hancox and Crew Members John Mounsey, Robert Wrigglesworth, David Armstrong and Thomas Taylor of Newbiggin, and Blyth ILB Crew Members Dallas Taylor, John Long and Clifford Thompson.

Scotland North Division Boy adrift arrived to find that the boy was already about 400 yards offshore.

The weather was fine and clear, there was an offshore westerly wind of force 2 to 3 with slight sea and long low swell.

It was half an hour after low water and the tide was setting 065° at 0.5 knots.

Police Constable Graham drove to Brora Harbour, to find all the boats high and dry on the low water. However, he did find Douglas Thomson fitting up his 10' inflatable Avon Sports dinghy, which had a 1 hp Mercury outboard engine, and Mr Thomson agreed at once to help.

The two men launched the boat over the beach and steered north for one mile to the last known position off Dalchalm Beach. Finding no sign of boy or dinghy, they headed west away from land and started searching. At about three miles from land the dinghy was glimpsed occasionally in the swell running. She was closed and the boy helped aboard the Avon Sports. No attempt was made to tow the dinghy back and shortly after the boy was rescued it was seen to overturn.

The boy was landed at Dalchalm Beach at 1615 and the rescuers returned to Brora Harbour; they were running out of petrol as they entered.

For this service framed letters of thanks signed by Major-General Ralph Farrant, Chairman of the Institution, have been presented to Douglas S.

Thomson and Police Sergeant Roderick Graham.

North Western Division MFV Ashore A HOLIDAYMAKER, with his wife, was setting up a wind break on Dalchalm Beach, Brora, at about 1400 on Wednesday, July 21,1976, when he looked round to find that his 11-year-old son, a nonswimmer, had drifted about 100 yards out to sea in a 4' 6" dinghy. He ran and dialled 999 and at 1435 Police Constable (now Sergeant) Roderick Graham A MOTOR FISHING VESSEL ashore on the south side of the Conwy approach channel was reported to a deputy launching authority of Conwy inshore lifeboat station by Penmon Coastguard at 0752 on Thursday, April 14. Maroons were fired and at 0810 the ILB launched and set out for Deganwy Point at full speed.

The wind was north west, strong to near gale, force 6 to 7, causing a short, steep, breaking swell in the harbour entrance. Visibility was good. It was 30 minutes before high water and the flood stream almost slack.

On reaching Deganwy Point speed was reduced because of the swell. By this time it was established that the VHP radio was not working properly since no contact could be made with Coastguard station or mobile. The casualty was sighted aground on the Morfa Mussel Bank about 200 yards south south west of Perch Light. She was lying with bows south south east and listing to port; seas were breaking over her starboard quarter. Someone could be seen standing on deck.

Helmsman Trevor Jones took the ILB alongside the casualty and secured under the lee of her port bow; the time was now 0815. The boat was on passage from Amlwch to Conwy and had anchored in the approach channel because of gearbox trouble; she was without propulsion. Her anchor cable had parted and she had been blown ashore. At the request of the skipper, the ILB ran a line ashore, securing the boat by a wire hawser to a large rock above high water mark, before taking off the crew and landing them at the ILB station at 0850.

The ILB was rehoused and made ready for service by 0915, For this service, letters of appreciation signed by Captain Nigel Dixon, RN, Director of the Institution, have been sent to Helmsman Trevor Jones and Crew Member F. Smith.

South Eastern Division Two calls in gale NEWHAVEN LIFEBOAT, the 47' Watson Kathleen Mary, was called out twice on Thursday, November 4, 1976. During the early evening HM Coastguard had been watching a yacht coming from the west, close inshore. As she turned in to Newhaven Harbour she had to head off to the east to avoid an out-going coaster, was driven past the harbour entrance and, just before 1800, she was seen to be having difficulty tacking back out of Seaford Bay. A fishing vessel, Gay Star, about to enter harbour, was called on VHF channel 16 and asked to check if the yacht was in trouble; a message was also passed to Newhaven lifeboat station.

The wind was south westerly, strong to near gale, force 6 to 7, the sea rough; visibility was good. The tide was three hours flood.

Gay Star was unable to get close to the yacht, because the water was too shallow, and at 1810 reported that the yacht, Kiki, was within 20 feet of the shore. Newhaven Coastguard mobile was despatched and the CRE company called out.

Kathleen Mary launched at 1816 and reached the casualty to relieve Gay Star at 1823. However, at 1836 a message came from the mobile that the yacht was on the beach and her singlehanded skipper safe.

The lifeboat returned to her station and was rehoused and ready for service at 1915.

A few hours later, at 2300, the Coastguard informed the honorary secretary that a catamaran appeared to be in difficulties four miles north of Greenwich Buoy. Her forestay had been carried away and she was unable to hoist further sail. She had enough fuel for four hours, after which help would be needed. She had two adults and two children on board. Shipping had been informed and two vessels were heading for the casualty.

At 2320, with the weather deteriorating, the Coastguard advised the immediate launch of the lifeboat. Visibility was poor and the wind had risen to gale force 8 to 9, still blowing from the south west.

The tide was ebbing and the sea in the vicinity of the casualty was very rough.

Meanwhile, at 2330 MV Kilkenny, one of the two vessels which had responded to the distress call, had closed the casualty and was standing by pending the arrival of the lifeboat.

At 2340 Kathleen Mary was launched and on her way. She arrived alongisde the casualty, the catamaran Acarus, at 0140. Acarus was taken in tow and Kilkenny went on her way.

The lifeboat, together with her tow, arrived safely in Newhaven at 0515 on November 5, but had to remain on her moorings until 0630 before there was enough water to enable her to be rehoused.

South Eastern Division Holed yacht A YACHT ADRIFT in a strong southerly gale and in very large breaking seas two miles off the Wittering shore in Bracklesham Bay and drifting westwards was reported to the lifeboat authority of Hayling Island ILB station by HM Coastguard at 1110 on Thursday, October 14, 1976. Selsey lifeboat had been launched and Hayling Island Atlantic 21 wasasked to stand by.

A later sighting indicated that the yacht was in the region of the 'wrecks' off Chichester Harbour entrance and it was realised that she would be driven ashore before Selsey lifeboat could reach her. Hayling Island ILB was therefore asked to launch. This she did at 1117, in poor visibility and on a flooding tide.

The ILB encountered very large seas over Chichester Bar and at 1140 came up alongside the yacht Sundew, a 36' bermudan sloop, one mile south south east of the inshore lifeboat station. She was broadside to the seas and being swamped; her engine was out of action, her sails in shreds and she had a hole in her bows.

The ILB successfully manoeuvred alongside and a member of her crew went aboard, where three men were sheltering in the waterlogged cabin. A line was passed and secured and, with large seas astern, a difficult tow begun.

Eventually the yacht was taken to a sheltered mooring in Chichester Harbour, her crew being landed at Hayling Island Sailing Club at about 1240.

The ILB returned to her station at 1305 and was rehoused seven minutes later at 1312.

For this service letters of appreciation signed by Captain Nigel Dixon, RN, Director of the Institution, were sent to Helmsman Patrick Lamperd, Crew Members Nicholas Danby and Simon Wilson and Swimmer Paul Covell.

South Western Division Injured seaman A TANKER, La Quinta, approaching Salcombe bound for Liverpool with a member of her crew seriously injured was reported to the honorary secretary of Salcombe lifeboat station by HM Coastguard at 1157 on Saturday, 21 May. A rendezvous was arranged and The Baltic Exchange, Salcombe's 47' Watson lifeboat, under the command of Second Coxswain, Motor Mechanic Edward Hannaford, slipped her moorings at 1205. The wind was north north continued on page 69.